Shock absorber



June 24, 1924. 1,498,599 E. M. WISE.

` SHOCK ABSORBER Filed March 18, 1922 retenes Je sarete.

mmmvn M. wasn, or omcnmarr, olmo.

snoek arsoanaa.

wir y Enigmas-Ma Application med marciare, 1922. serial No. 544,940.

To all whom it' may concern:

Be it known that I, EDMUND M. WISE', a citizen of the United Statesresiding at Cincinnati, in the county of Hamilton and State of Ohio, have invented certain new and useful Improvements in. Shock Absorbers, of which the followingis a specification.

My invention relates 4to improvements in shock absorbers and it more especially consists of the features pointed'out in the annexed claims. v

The purpose of my invention is to provide a simple and efficient shock absorber for automobiles that automatically damps out oscillations which may be due to road conditions, inequalities etc., which are either above or below the general contour of the road without increasing the initial disturban under any circumstances. With most of the shock absorbers now on the market the initial disturbance due to inequalities etc., in the road may actuallybe increased by the shock absorber.

With these and. other ends in view, I illustrate in the laccompanying drawing such instances vof adaptation as will disclose the broad underlying features without limiting myself to the specic details shown thereon and described herein.

Figure 1 is aside elevation of a shock absorber partly in section with the parts in a raised-axle position.

Figure 2 is an elevation in ure 1 on the line 2 2.

section of 'Fig Figure 3 is a plan vview ofFigure'l in section. Figure is a detached diagrammatic view of the val es in the same position as shown in Figure 2.

Figure 5 is also a diagrammatic view showing the valves in an opposite position to thatshown in Figures 1 and 4.

In attempts which havelbeen made heretofore to overcome the excessive vibrations of motor cars dependence has been placed upon various forms of springs between the car body and the chassis, but in practice it has been found that while these do lessen shocks they do not control oscillations, in fact under many circumstances they actually accentuate these to the great discomfort of the pas.- sengers.

The disadvantages of placing entire dependence on springs has been recognized and a line of accessories developed which utilize mechanical or hydrostatic friction to reduce oscillatory 'disturbances butI at best these ex- Vpedients. leave much to be desired because they do not, in the main, reduce initial disturbances, but on the contrary rather accentuate-them; that is they do-not and by the nature of their construction cannot rapidly overcome one set of vibrations beforev being overtaken of roads.

A further disadvantage ofl previous proby anotherset on all sorts pos'als lies in the4 fact that an obstacle whichraises a wheel above the normal road level produces quite a different effect from that produced by depressions such as chuck holes etc., in which a wheel isiirst dropped into .the depression and then quickly raised out of it. Such devices are more especially designed for the bumps' but they donot acquit themselves well in overcoming the eiiect of these andthey do very badly when a succession lof holes is encountered.

ln practically carrying out my invention I .may use whatever ratio of proportions.

masses, etc., as may be demanded .by the varying exigencies under which the device is operated, or the kinds of service it isl found to be most adaptable to. The proportions of the several parts shown yon the drawing may be varied at will to suit various circumstances.

The device. in Vone form comprises a ump casing l2 which has a suitable annular ange ,to which a cover 13 is applied in any desired manner. The casing 12` forms a bearing for one of the' trunnlons 14 of a pump element and the cover 13 forms a bearin for the other trunnion '15. lCast integra with the trunnions, vanes 3 are formed.

These function between the casing 12 and the cover 13 as motion is imparted to them from the car axle 2O through a link 19 and the arm 4,- which latter is secured .to the end of the trunnion 15.' Thus as the axle. rises or falls the arm 4 follows such movements.

The vanes 3 may be widened to any desired degree according to the class of service in which the vibrake, as I call my device, may be used.

Within the casing 12 a .mid-partition 16 is placed, as shown in Figure 1. It may be secured to the cover 13 17 so as to be removable with the cover, or it may befastened in any other way. This partition serves to divide the chamber by means of screws Y cured.

rl`his spring cooperates with the weight 35,v

.venient place near jected to vertical acce eration,

within the casing 12 into interconnected be alternately acted on by the vanes 3, as the larm passes from its upward lto its downward position or vice-versa.

l The casing 12 has a ange 21 and fastening ears 18,. rllhe latter serve to attach the vibrakes to the car frame in any conthe -car axles and adjacent the wheels. The ange 21 forms a. head against whichan exterior casing 39 is seated. A series of projecting walls are formed on the head 21. Walls 23 enclose passages 5 and 7 and the inner walls 22 enclose a dis tributing chamber 6. These walls extend outward beyond a valve casing 27 at' whlch point a central ball-valve itting 49 is se- 'lhis fitting has a neck or shoulder over which the conical end ol the casing 39 passes. A nut 43 clamps the casing against the head 21 where it is aligned by a suitable flange on the 'outer side of the head..

Casing 39 within itself forms a storage oil chamber 42 from which oil is automaticallyfdrawn through passage 41 past ball valve 11 into or from the pump systemto compensate for changes in temperature, leakage etc., though this latter will likely be very smallI as the oil in the reservoir 42 will at all times be at about atmospheric pressure.

rlhe control valve stem 8 carries two conical valves 25 and 26 secured thereon in any desired manner and spaced apart so that when valve 25 is seated on its port in wall 22 closing access to passage 7 valve 26 is oli:` from its seat leaving an opening from chamber 6 into the passage 5. rllhe valve stem 8 has sliding bearing in the bushings l 24 which are threaded into walls 23. So-

cient clearance is left at the ends o the stem 8, in the bushings 24 to permit or the necessary end movement of the stem to almrnately close or open the valves 25 and 26.

Aninertia valve 9 on stern 28 slides endwise in the casing 27. llt cooperates with edges 31 formed in the wall of the casing 27 to form an opening from chamber 2 through passage 7 and opening 32 to chamber 6 past valve 26 into passage 5 and chambers 1 and lB shown in Figures 1 and 4 or from chambers 1 and l through passage 5 and opening 33 into chamber 6 past valve 25 into passage 7 and chambers 2 and 2a as shown in Figure 5. At eachend of the stem 23 piston heads 29 are formed, these slide in' the casing 28. `A weight 35 is secured to the upper head 29 by means of a screw 36, and a compression spring 1() is placed within the hole 30 formed throughout the length ot the valve stem 28.

to form a nearly balanced piston valve, secure a more sensltive movement of the valve 9, and hold it 1n mid osltlon when not sublihe area oil neeaeee heads 29 in relation to that of valve 9 may beyariously proportioned to suit diderent requirements.

A retaining plate 34 secured to the lower wall 23 holds the valve casing 27 in place. lt may have a dowel pin that projects into the' casing 27 in order to hold the ports 32 and 33 in alignment with passages 7 and 5 respectively. 'lhese vpassages may be formed round, by drilling if desired, instead or being cast in, and when formed a screw 37 for passage 7, and another, 38 for passage 5 valve 9 when it will discharge into chamber 6, past valve 25 into chamber 7 and finally into chambers 2 and 2.

A fundamental object of my invention is to reduce the disturbance ot the body oil the car with respect to space. This involves the reduction of the vertical accelerations ot the car. lt must be emphasized that the action of the device is primarily determined by the vertical accelerations and displacements of the car body with respect to space..

When the 'axle movement with respect to the car frame and the frame accelerations are upward, the arm 4 will move upward freely but downward with diculty. 'ln the device instanced the force required to move the arm 4 will depend directly upon the vertical acceleration of the car trame,

it bein assumed that the movement of the arm with respect to the car trame is in a direction opposite'to the acceleration ot the4 3i frame itself; the torce required to move arm 4 in the direction of the acceleration of the car' frame in any case is small, and reverse accelerations will obviously reverse ot the functions or the device.

llt may be desirable to modify the action of the device so that force required to ymove the arm 4 would be independent ot the magnitude of the vertical acceleration or the car body. This acceleration is theonly factor which determines the direction in which arm 4 will exert a torce in opposition to the movement. llrom this it will be seen that the secondary edect is suppressed and oscillations are rapidly damped.

The pressure to move thevalve 9, in both directions, is producedby the vane 3 torcing the oil from either chamber 1 or 2 into passage waysf or 7 soi that the pressure will rise sudciently to move the valve into open position. The extentofthis rise is dependent on the ratio lof the piston' heads 29 to that of the valve 9 and this to the weight 35 and upon the mean rate of vertical acceleration to which the body of thc car is subjected.

It is apparent that the vibrake affords a. positive reactive device which Iwill absorb shocks under practically all reasonable road conditions andl thus produce unique results which have not been attained heretofore. Any suitable filling opening may be provided wherever itis 4'found to be most convenient.

What I claim is:

1. In shock absorbers, a hydrostatic system, operative connections therefrom to a source of .variable accelerations, and means comprising inertia or acceleratively operative valves and' cooperative chambers for automatically controlling the alternate phases of such accelerations'.

` 2. In shock absorbers, a system of movable vanes, a multi-chamber in which the vanes have movement, connections from the vanes to a source of variable movement, interconnecting passages between .the chambers, and inertia or acceleratively operative valves in such passages.

3l In shock absorbers, a' casing, a partition therein, oscillatingvanes cooperating lwith said partition to form. two chambers,

main passage ways leading from the chambers, a distributing chamber between the passages and connected therewith, a control valve in such connection. an inertia Valve adapted to govern access from bothfthe passage ways to the distributing chamber in reverse order from the control valve.

4. In shock absorbers, means for producing forces in either of' two directions, means for automatically reducing the resulting movement due to such force in one direction while permitting it in the other direction.

5. In shock absorbers, a casing, means within the casing responsive-to alternately7 produced movements, a flowing medium within the casing subject to the alternative movements` interconnected passage ways and chambers adapted to segregate theA movements in separate compartments, means for permitting the free flow of the transmitting medium in one direction', means for stopping low in the other direction for a predetermined period, and automatic means for removing this restriction.

6. In shock absorbers, a casing, a pump system operative therein, an external oil reservoir, a plurality of passages o o-acting with the. pumpsystem, automatic valves in such passages to control such cooperation, and a check valve between the reservoir and the passages.v

7. In shock absorbers a system comprising double acting valves and cooperating chambers which constitute means whose action is variably controlled by .interconnected means dependent on the vertical movements of the body of the vehicle with respect to space. I

8. In shock absorbers, a system comprising interconnected valves and chambers constituting means to produce forces which will reduce the accelerations ofthe car body, said forcesbeing dependent upon the vertical accelerations of the vehicle body with respect to space,

9. In shock absorbers, frictional means controlled by the vertical accelerations of the car body with respect tol space, and reducing and cooperating means for establishing forces for opposing said accelerations hy said means.

In testimony whereof I affix my signature.

EDMUND M. WISE. 

